Dual fuel engine



c. H. scHowALTl-:R 2,612,880

Oct. 7, 1952 DUAL FUEL ENGINE 7 Sheets-Sheet l Filed J. 11.- 1941/ FIG.6.

FIGA.Y

" l )NVE/wrok L ARENCE H. ScHowALTER HTTQRNEY Oct. 7, 1952 c. H. scHoWALTr-:R 2,612,880

DUAL FUEL ENGINE Filed Jan. 11, 1947 v 7 sheets-sheet 2 /A/VE/uvoge CLARENCE H. ScHowALTER Oct. 7, 1952 c. H. scHowALTER 2,512,880

DUAL FUEL ENGINE Filed Jan. l1, 1947 '7 Sheets-Sheet 3 FIG..|3. /45 [34 /zq /A/vEA/TOR CLARENCE H. ScHowAL-l-ER H7 Tof/UEX Oct. 7, l952 c. H. SCHOWALTER 2,612,880

DUAL FUEL ENGINE Filed Jan. ll. 194'? 7 Sheets-Sheet 4 l IIl FIG.7.

/A/c/ENTOR CLARENCE H, ScHowALl-ER /QrroRA/Ey Oct. 7, 1952 c. H. scHoWALTER DUAL FUEL ENGINE 7 Sheets-Sheet 5 RUN /EEL may Filed Jan. 1l. 1947 HT-ro/e/VEY Oct. 7, 1952 c. H. scHowALTER 2,612,830

DUAL FUEL. ENGINE Filed Jan. 11, 1947 '7 sheets-sheet e [3( CLARENCE H. ScHowA LTER Oct. 7, 1952 c. H. scHowALTl-:R

DUAL FUEL ENGINE 'T Sheets-Shes?l '7 Filed Jan. 11, 1947 CLARENCE H. ScHowALTER FIG..|6.

H r Tak/VFY Patented Oct. 7, 1952 DUAL FUEL ENGINE y Clarence H. Schowalter, Beloit, Wis., assignorto Fairbanks, Morse & Co., Chicago, Ill., a corpo- 1 Yration of Illinois Application January 11, 1947, Serial No. 721,549

5 Claims. (Cl. 12S-27) This invention is directed to internal combustion engines generally and especially to *engines of the two-cycle diesel character arranged to operate with a liquid or gaseous fuel or with one such fuel supplemented Iby the other in desired amounts.

An internal combustion engine capable of utilizing fuels of differing characteristics and .in keeping with the availability of such fuels, possesses well recognized advantages of flexibility, economy and increased utility. The diesel engine is particularly well suited to this dual fuel operation as it already is considered to be the most efficient engine for converting the energy of liquid fuels into useful work. Recent efforts in this direction have resulted in a number of successful dual fuel diesel engines, but these engines have, for the most part, been of the fourcycle type. One of the major reasons for selecting a four-cycle engine lies in the belief that the use of a gaseous fuel in a normal compression ignition engine requires a positive and close control over the air-gas ratio in order that a premature explosion may be prevented and to obtain an even and desirable combustion of the gaseous fuel. The four cycle diesel engine, therefore, requires a rather complicated control system in which the control over the supply of combustion air must be properly coordinated at all times with the supply of the liquidand Agaseous fuels.

On the other hand, a diesel engine ofv twocycle type requires no complicating means for establishing a desired air-fuel ratio, as the piston controlled air admission port in the cylinder wall is carefully designed, in regard to piston movement. to supply the required combustion air at all speeds. Experimentation has shown that the gaseous fuel when mixed with combustion air in the cylinder does not ignite. at the normal compression pressures developed therein and at which y pressure the heat of compression is capable of igniting fuel oil alone. Even so, the two-cycle and four-cycle engines must utilize some liquid fuel as an agent for initiating combustion ofthe gaseous fuel and for developing a uniform combustion of gaseous fuel. Thus the two-cycle engine is relatively more simple and hence better suited for use as a dual fuel engine;

Accordingly, the present invention objectively is concerned with the adaption' of a two-cycle y diesel engine to the utilization of liquid and gaseous fuels in a manner in which liquid fuel alone may be used in a conventional diesel `engine, or in which varying proportions of both fuels may be used, in keeping with the availability thereof and to the extent that the gaseous fuel may be predominant with the liquid fuel serving as the combustion initiating agent.

Objectively also, this invention seeks to pro- 6 vide, in a dual fuel engine of the diesel type, a.

simple and positive control system for permitting the use of a liquid fuel'alone or for converting the engine to the use of a liquid and gaseous fuel in which the proportioning is automatically achieved, the only limitation being that the supply of liquid fuel vnever drop below an amount termined to be insufficient of itself for operating the engine at no load and rated idling speed, or with a supply of the liquid and gaseous fuels in varying proportions.

Another object of the present invention resides in the form, construction and arrangement of means for effecting control of the liquid fuel supply means to carry out the foregoing objects, and wherein the control thereof is at times directly responsive to engine load demands, and at other times is subject to secondary control means of a type which may have a constant delivery control eifect or one which is variable whereby the supply of liquid fuel ismaintained substantially Yconstant but at a minimum delivery. as in the first case, or is maintained` at a limited delivery which may vary throughout the' gaseous fuel range of engine operation, as in the latter case.

Another object is to be found in the provision of liquid fuel delivery control means embodying primary control means for Variably regulating the liquid fuel delivery means in response to demands of the engine and secondary control means operable for maintaining liquid fuel delivery of a predeterminedmimmum amounhthe secondary control being subject for its operation to the attainment by said first or primary control means of a selected range of control thereby rendering the effective control over the liquid fuel delivery means automatic and reversible.,-

Still another object resides in the arrangement of liquid and gaseous supply means for an internal combustion engine wherein the fuels are separately delivered and introduced to the engine combustion chamberdirectly but at distinct times in the vcompression stroke of the piston such that' the gaseous fuel delivery occurs in a period of low compression and is intimately mingled -with the combustion air` and the liquid fuel delivery occursA in a period of high compression and as a combustioninitiator yfor thegaseous fuel, as well as a Working fuel 3 at times when the fuels are supplied in supplementary quantities.r

Other objects of the invention will appear from the following detailed description of a preferred embodiment disclosed in the accompanying drawing, in which:

Fig. 1 is a fragmentary side elevational view of the engine and particularly its control panel;

Fig. 2 is a top plan View of a portion of the engine illustrating the general arrangement of controls, fuel supply agencies and starting system in relation to the view of Fig. 1;

Fig, 3 is an enlarged and fragmentary View, in elevation, of certain of the engine controls as seen at line 3 3 in Fig. 2;

Fig. 4 is a further and enlarged detail'view of additional control means for effecting engine starting operation, the view being taken at line 4.--4 in Fig. 2;

Fig. 5 is an enlarged partial sectional detail of the means for connecting the engine governor and fuel control shaft, this view being taken at line 5-5 in Fig. 2;

Fig. 6 is a partly sectional detailed view taken at line 6 6 in Fig. 5;

Fig. 7 is a greatly enlarged side elevational view, partly in section, of a typical liquid fuel supply means together with a detailed disclosure away from the'main fuel header` 34 for each of of a control assembly therefor, the view being taken at line i-'iin Fig. 2;

Fig. 8 is a front view of a part only of the assembly shown in Fig. 7;

Fig. 9 is an additional side view, in fragmentary detail of the primary and secondary liquid fuelv supply control means in a control setting" differing from that illustrated in Fig. '7;

Fig. 10 is a view similar to that of Fig. 9 but showing a further control setting;

' Fig. 11 is a modified form of the means herein preferred for effecting secondary liquid fuel supply control;

Fig. 12 is an enlarged and fragmentary sectional elevation of theV principal gaseous fuel supply valve means as seen at line |2|2 in Fig. 2, and

Figs. 13 through -16 are each schematic views of the engine air starting, fueling arrangement and the preferred control system therefor, the views illustrating respectively the engine start- `ing phase, the engine conditioned for utilization of liquid fuel alone as in a conventional two-cycle diesel, the engine conditioned for utilization of a gaseous or liquid fuel in automatically-varying proportions but predominantly set for gaseous fuel operation with a small quantity of liquid fuel supply for purposes of pilot-ignition, andthe engine in its shut-down condition with the fuel supply means completely disabled.

With reference to the several views of the drawing and particularly Figs'. l, 2 and 13, the present invention may be seen to apply to a multi-cylin- .der diesel type engine, in which each .cylinder |8, one only being shown in Fig. 13, is provided with suitable scavenging and air inlet ports and an l exhaust port controlled by a piston I9 connected to a crankshaft 2D in the conventional manner.

. The cylinder head .structure 2| (Fig. 13) is suitably formed to receive a liquid fuel injection nozzle 22 of any well known solid injection character; a gaseous fuel-admission poppet valve 23 and an air actuated/starting air. admission valve 24,. also of poppet type. AIn the usual way, the

the pumps of a multi-cylinder engine.

In an engine of the present dual fuel character, the operating control station is preferably located in a convenient place on the engine frame, only generally indicated at 35 in Figs. l and 2, and is shown as comprising a panel 36 removably secured to one end zone of the frame. A control handle 37 is operably mounted at the front of the panel on a shaft 38 for selective angular movement Abetween control settings designated on the panel as Start, Run diesel only, Run gas or diesel, and Stop The -panel 3B also mounts a Stop button 39 whichA is utilizedfor emergency stoppage of the engine as will later appear. Movement of the handle 31 to eachv of its designated positions determines a corresponding sequence of control functions and responses Turning now to Figs. 2, 4 and 13, it will be seen that the air start system for the engine includes a master air supply valve 4D receiving air under pressure from a supply line 4| and delivering the same to a conduit 42 which extends the length of the engine for connection with each ofthe cylinders l 8 through branch lines 43 which are connected to passages 44 in each head 2| for admission to the combustion space through valve 24 at such time as the latter is opened. The master air supply valve 40 is provided with a poppet Valve 45 normally urged to closed position by spring 46 and adapted to be openedby movement of a pilot piston 41 into contact with the valve stern as shown in Fig. 13.

Control of the master air `supply valve 40 is obtained through a control relay valve 48 having a poppet valve 49 normally urged to closed position by spring 50. This relay valve is connected with the source of air fi'om line 4| by a conduit 5|, as indicated, and the delivery side thereof is connected by line 52 to the underside :of the pilot piston 41, whereby when the relayxvalve-.is opened, the pilot piston will respond by opening the poppet 45 of master supply valve to -supply air to the line 42. Concurrently air passing through the relay valve 48 will also ow to branch line 53 and to an engine operated distributor valve 54. The distributor is of the usual construction and is adapted to supply air under pressure to each of the starting air admission valves 24 for opening the same in a predetermined sequence for accomplishing initial rotation of the crankshaft 20. In the present disclosure only one 5 distributor connecting line 55 has been indicated Opening and closing movement of `the .relay valve 48 is effected by an air start control cam 51 secured-to the shaft 38 (Fig. 4). .This cam rotates ina plane suchthat fthe cam .face maycontact lthe'stem 58 lof the relay .poppet 49 at such .times as the cam lobe 59 is moved thereunder, as when v52 and 55 are automatically relieved of any operative air load through a bleed port, customarily provided-but not shown here, in the distributor 54. Moreover, the starting air supply line `42 is also bled as the pilot piston 41 falls anduncovers an opening leading to an annular space 6| formed about the pilot piston cylinder for escapeto atinosphere at the vent portV 62 (Fig. 13)'.` l

Liquid fuel system 'The liquid fuel supply system for the present engine'embodies a single fuel pump for each cylinder and pump delivery'regulating and con- `,trol means individual to eachthereof. `Hence a description of one 'typical'and preferred regu- 'vlating and control means will be sufficient for present understanding. As may be seen in Figs.

2 and 13 each fuel pump 3| is regulated by means of a common control shaft 63 which is suitably rotatively mounted in spaced bearing brackets 64 fixed tothe general frame structure 35 to extend the length of the engine. This control shaft 6 3 is operativelyy connected to an oil pressurefoperated type fuel controlling governor 65, later to be described in more detail, whereby governor response to fuel demands of the engine will effect arotational-adjustment of the shaft and a corresponding adjustmentat each pump 3 I.

Turning now to the disclosure of Figs. .7' and 8, the'fuel pump 3| shown is ofthe well 'known Bosch type in which the reciprocating plunger (not shown) is rotatively actuatedv for effective variationcf its delivery capacity by arack bar S66. Aspring 61 abutting one end thereof constantly urges the rack to a zero fueldelivery .setting as indicated by suitable indicia scribed on: the exposed body ofv the bar. The control end of. this rack projects outwardly of the pump housing for selective engagement by and control -iniluence of a primary control element 68 and va secondary control element 69. The primary control element or army 68 is suitably clamped or otherwise fixed on the control shaft 63 to move therewith .inrresponse to governor action and hence is capable' of moving therack bar 66 in- ;.wardlyto .a maximum fuel delivery. setting for -the pump (Fig. 13)..

ln the other hand the secondary control ele- .l ment or. lever 69 is .pivotally mounted on a '.bracketv18 carried by aside plate member. 1| of the generallframe 35. This lever .69 extends 4downwardly for, operative .engagement of its Vlowerendwith the rack barv 66 under the in- 4iluence of .a tension. spring 12. Incooperation with ythe lever 69, a pilotfuel control cam 13 is fixedly'arranged on .the fuel control -shaft 63 vsuclrtl'rat its'working vprofile 14, which is* recessed 'or cut below" the general:cylindricalcontour of the'c'arn body, maybe positionedrelative'to an" -fuel delivery setting.

gaseous fuel supply variations.

46 adjustable camtfollower :element or pin 15 on the lever 69 to regulate the operative position of the lever in opposition to the lever spring 12. It can beseen in Fig.'7 that the fuel control shaft '63 is rotated such that the primary control 'arm 68 is in full controlof the rack bar position orfsetting and that the secondarycontrol element 69 is held out of contact with the rack due to` the" abutment ofv the follower pin 15 with the cam surface 14. Motion of the shaft 63 in a clockwise direction will n'ot alter the position of .the secondary control element 69 providedl the cam face 14 is truly cylindrical, as is preferred here. Counterclockwise rotation of shaft 63 V(seeSFig. 9) will cause the primarycontrol arm 68"to move in a fuel decreasing direction until it eventually will move out of contact Awith the rack- 66. and as this contact is .broken the rack will automatically come into contact with the'secondary control yelement 69 and no furtherrack adjustment will occur asv the spring 12 is selected to be slightly more powerful than spring 61 for the rack'66. The view ofFig. 10 illustratesa further operative relationship of the above described parts at'lthe time the engine is. to be shut down. Here the fuel control shaft` has been rotated still farther in acounter clockwise direction such that the follower 'pin 15 on the secondary control. element 69 `is caused toride out of the recessed cam and upon theraisedfcam surface 13 by reason of the vramp face 16 lwhich defines one limitl of the cam .theseviews the cam face 14 is indicatedas being of ajconstant radius` contour. which determines a constant position of the secondary controlelement 69,.;and hence a substantially constant minimum fuel delivery setting ofthe pump rack at such times as the primary control yarm 68 relinquishes r.control over the, rack setting.

- Therefore, during the periodof gaseousfueloperation of the engine, as will appear presently, the supply of a pilot-ignition charge of the liquid fuel will be determined by the cam face 14 to be constant over the full range ofr load and Since there are variations in engine types and characteristicait may be desirable to vary the f quantity of .f liquid pilot-ignition fuelA supplied, either in direct `proportion-to load variations ,\or in an inverseproportion `to load variational-It also may be .desired to advance or delayk the time 'when the secondary control begins or actually assumes direct and positive. controlof the liquid fuelpump rack 66. One such condition Vis suggested in Figli Where the cam face 14a'v is disclosed as vhaving aspiral trend from the beginning zone f thereof corresponding with .a

maximum liquid fuel delivery to the pump shutoff ramp 16a at theterminus of the effective cam contour. 'l From what has been noted above, the suggested'spiral cam face 14a is vof "positive inclination andlacts to permit a more-or-less uniform-decrease'in the supply of liquid pilotignition fuel. v Of course, a negativelyinclined #carni-face' maybe utilized'in -placeof cam face `pump'operate at times with maximum delivery ,and at other times -with merely a pilot-ignition delivery, it is beneficial to obtain a balanced delivery-between all the pumps at theseextremes. This balancing cf pump delivery is'accomplished inanovel manner by providing an adjustable .eccentric element 11 `on the rack operatingend ,ofjthe primary control member and a Similar eccentric element 11a on the rack operating end of-the secondary control arm 69 (Fig. 8). Each o f'these eccentric elements 11 and 11a. .maybe rotated to a proper setting and thereafter locked inplace by'a jam nutas shown. This feature isc-of particular importance because it allows each of the fuel pumps 3| to be calibrated and installed'in such a way that it will be balanced with the others at full load fuel position f. the rack 66. Due to manufacturing, variations, pumps which are balanced at full load settings cannot be expected to maintain the proper balance at or near the no fuel rack positions.

The introduction of the secondary control element. 69 allowsffor individual adjustment and vbalancing therebetween of the amount of pilotignition fuel injected. Thus, when supplying the engine primarily with the gaseous fuel, the pilotignition charge, of liquid fuel may be carefully adjusted with the result that operation will be balanced and smooth by virtue of equal or substantially equal amounts of pilot-ignition fuel chargesto each of the cylinders.

Gaseous fuel. system The gaseous fuelsupplysystem forv the present two-cycle diesel type engine is shown schema/tically in Fig. 13 and in important detailsin Figs. 2 and 12. Essentially, a main gaseous fuel supply line 18 leading from ar source of such fuel (not shown) is connected through a master shutoff Vvalve 19 and line 80 with a control valve assembly 6| which is located at the inlet end -of a suitable gaseous fuel feed manifold 82 extending the llength of the engine. The manifold 82 is connected with each cylinder-'by individual branch lines 83, each of which leads to a gaseous fuel admission valve such as the one diagrammatically shown at 23 in thecylinder head-2| of Fig. 13.

The control valve assembly 8| (Fig. 12) includes a valve casting 84, an inlet fitting 85 and an outlet fitting-86, each such ttingbeing arranged to open to one of the respectivepassages l 81 and 88m the main casting 84. The inlet passage '81 connects with a valve chamber 89 in which is mounted a balanced type double poppet valve 80, one poppet 90a controlling a port to an outlet chamber 9| and the otherpoppet 90b controlling a'port to a second outlet. chamberl 92. The respective chambers 9|. and 92 communicate with the outlet passage 88 as indicated, .there bewith a guide stem section 95 slidably seated in the sleeve 96. A valve stem extension 91 passes through an enlarged chamber in which a second bellows member 98 is positioned to afford a positive seal at that end of the valve casting 84. This latter-bellows is secured to the stem 91 and to a. retainer element 99, and is arranged to'be open to atmosphere and hence to balance the bellows 93 such that the poppet elements 90a and 80h are balanced at'all times. To prevent valve lock, the chamberfor bellows 98 is placed in communication with chamber 92 by means of an open passage-95a formed in the guide stem section 85.

Actuation of the valve is accomplished through a crank arm |00, suitably clamped to the governor controlled fuel shaft 63 (Fig. 12). The crank is operatively connected with the valve stem 91 through a resilient connector device 0| which comprises a cylindrical sleeve |02 pin-connectedto the enlarged and adjustably attached end portion |03 of the stem 91, and a sleeved re tainer |04 welded, threaded or otherwise secured inthe end of the sleeve |02 to hold a coiledspring |05 in position of abutment with the enlarged upper end |06 of a connector link |01, the opposite end of this link extending outwardly of the sleeved retainer for pivotal connection with the crank arm |00, as shown. Thus, in operation, as they governor 65 moves or rotates the fuel control shaft 63', the crank arm will cause the link |01 to move the valve stem 91 to open or close the poppet valve 98. Normally spring |05 will act to hold the-link head |06 in solidabutment with the adjustably attached portion |03 of the valve stem for either opening or closing movement of the valve 90; but due to certain characteristics of .the present control sys-tem to be noted later, a desirabledegree of overtravel or relative movement between thelink |01 and v-alve stem 91 will be p ossible, as by. the yielding nature .of the spring |05.

Engine control system The control system. .presently preferred'for this engine comprisesa .manual type of selective control whereby the'operation of the engine may be determined according to the wishes of the operatorand .in which: the engine may be .quicklyand easily convertedfrom a true `diesel utilizing liquid fuel .alone` to; agas engine, operating Onthe Diesel cycle and utilizing gaseous'fuel with at leasta pilot-ignition charge of liquid fuel'cf a predetermined quantitvcr utilizingvariable proportions of; both .the liquidzand gaseous fuels. The control system also comprises a fuel regulating system which is responsive to a fluid pressure actuated governor, of the Woodward type for example, whichis drivenby the engine, and in which the-governor and certain connectingl mechanism is .common .to `each fuel supply system, thus making the' governor action substantially independent of they availability of .either fuel and hence capable of demanding more or less fuel, whether it be liquid or gaseous fuel, solely in accordance with the needs of the engine. With governor controlledmechanism of this character Vit is readily. possible to convert the engine tothe use of either fuel with the least difficulty.

TurningI now to Figs. 3, 5, 6 and 13 in particular, the fuel regulating system is seen tov include the governor 65` in which its control arm- ||0fis operatively connected to the fuel control shaft 63 lbynieans of a link i|| which is pivotally attached to a first crank I2 and this crank, in turn, is arranged tomove the shaft .63 througha second crank ||'3a nd ayielding element suchas the` spring H4. yThe first crank ||2 is loosely or rela-` tively movably mounted on shaft y63 (Figs. 3, 5. and 6), but its hub isformed at oneside face withv an axially extended'lug I|5 which is` adapted to mesh with a cooperating lug I6 formed on the adjacent face of the vhub portion vof vthe second crank H3. In this arrangement the crank member |I3 isl securely clamped to the shaft 63 and a xed collar -Ill-.retains thefree crank arm H2 against .axial movement.- The ylug |5y extends about the sh'aft'63 for substantially 180 degrees of arc 'and the vremaining lug'I I3 is somewhat less in arcuateextent to permit alimited lost motion relation Abetween the respective cranks. Normally -the spring I I4 holds these cranks against relative movement, and is so chosen that movement of the governor vactuating arm H will effect concurrent movement of the cranks |I2 and ||3 for either direction of governor actuation. However, due`to a` preferred condition of operatic-n to be described presently, it may happen `that the fuel control shaft 63 must be rotated in a direction to prevent fuel delivery by pump 3 I, and this control action is best accomplished without also forcing or overcoming the governor. load on arm I I0 to move the latter in a fuel decreasing direction. Hence, the shaft 63 may be rotated against the vgovernor setting thereof by overcoming only the spring H4 and this relative movement is facilitated by the lost-motion provision existing between themeshing lugs ||5 and ||6 on cranks I I2 and i I3 respectively.

It will now be appreciated `that the governor 65 effectively adjusts the rotational setting of the f uelcontrol shaft 63 and from inspection of Fig. 2 for.example it will alsoA be seen that the shaft 63 is extendedalongside the several cylinders |13 of the, engine. As was described in connection with FigQ '1. vthe fuel control shaft -63 .is operatively Lre1atec'lv`vitli each of the fuel pumps 3| through the primary control .members 68 and by means of the cams 13 and secondary control elements |39, the latter memberselements and cams being duplicated for each pump 3|. A further feature of the disclosureof Figs. 2 and 13l resides inthe 'provision of the connecting'and operating crank means .|00 for setting the gaseous fuel control valve 90 in vaccordance ,with the governor setting of the vfuel control shaft 63. Thus the liquid and gaseous `fuel supply systems are effectively subject to theaction of the governor 6.5.

The manual type'of selective control for the present engine is schematically shown in Fig. 13 and more indetail in Figs.y 1 through 4 wherein the control handle Slis secured to the shaft 38 for -rotating the latter through each of the control positions indicated (Fig. 1) as-fStart, Run diesel only, Run gas or diesel` and Stop The shaft carries a selector cam 9 (Figs. 2 and 3) which is provided with a stop pin |20 for abutment with either of two spaced stop lugs |2| and |22 located on theframe 35 at the maximum positions yof travel of the handle 3T. As was described above, the shaft 38 carries the starting air control cam 5l (Fig. 4) whereby the two cams may be positionally adjusted concurrently for correlating the respective functions of the several litems of apparatus responsive thereto.

f Selector cam H9 (Figs. 3 and 13) is formed with a gaseous fuel supply controlling profile which is keffective for determining the positional setting of an hydraulic type control valve |23 now to be described. The valve |23 contains a slide element having spaced pistons |24 and |25 forming therebetween and with the wall of the valve casing or cylinderfa fluid ltransfer.chamber`l |26. v,The slide element is providedvwith yanjop ei jJ-.. ating stem |21 which` projects intothe path of,

movement ofthe cam H9 such thatQ-the-cam lobe or profile |28` thereon.willgactJto-ho1d...the 1 being sufficient to disclose this feature. I'Ihe control valve |23 is provided with a fluid pressure supplyline |30 Vwhich leads from a pump i3 such as that provided for supplying. lubricating oil to the engine bearings and other moving parts 1 (not shown) located inz-a suitable sump-1 r |32. This feed line |30 opens to thevalve |2 3 ir 1-.,2th,e

zone controlled byfthe slide pistons |24 and-in the showingfof Fig.1g3. iscIQsedthereby. iA second hydrauliclinef|33opensto the valve intermediate the respective slide pistons|24-and |25-1and, as willappear, may be both agsupply and a drain or return line, the-,latter .condition being evident-in Fig. 1A3. 4 since the line opensto the transfer'chamber |2|of` .the valveanl this chamber, in turn, isin com municationwithgthe sump |32 through agdrainline |34 a ls o ,openi ng to the chamber |26 ata zonejnst abovelthe slide.

Ypiston |25. The hydraulic lline |33 leads,.to,. a relay valve |35 associated with the master shutoff valve 19 in the gaseous fuelsupply system before described.

The relay valve |35 is essentially a duplicate of the control va1ve |'23 and comprise'sf'afs'lide element having spaced pistons. |36 and A|31 d` :lining therebetween a transferfchamber which the line |33 opens in .the control lvicinity of the slide piston |36; as shown inI l i g., 13. An outlet line |40, leading from'azone intermediate the respective slide pistons, connects with the cylinder |4| ofthe master shutoff valve TI9 such that fluid under pressure entering jthis cylinder will force the piston: |42 to` olllthefpoppet |43 in opposition toa closingspring |44.

'Therelay valve |35 `also 1s provided with emergency fluid drainline |45l for return ofthe hydraulicfluid tothe sump' |32.' Howeven, the slidepistons |36 and I 31 arenormallypos'itioned as shown in Fig. 13 toclose thedrain line |45and maintain lines |33 and '|40 in'communica'tion through transfer. chamber |38. Thisisl accomplished by means of an overspeedsafety mechanism |46 which is set to abut the valve stemfl 41 and hold the slide pistons inwardly against the urging of spring |48. rlhe mechanism 46 will be more particularly described presently,`but in all essential details is similar to that shown and more vfully described in another patent application to Stewart D. Klinger,y filed January'll, 1947, and bearing SerialNo. 721,593.

Referring again to` Fig. "3, it can beseen that for positionment of the control handle 31 either as shown or when displaced approximately '45 degrees clockwise, the profile |28 of the selector cam I9 will be effective to retain the valve 'stem |21 in its depressed position, thereby preventing the flow ofhydraulic fluid underfpressure from the control valve v|23 through line |33 andrelay vaive |35 to the cynnder 14| of the master snur- Thus the latter valvewill remain closed in these two positions of the control handle 31, and the gaseous `fuel vsupply effectively disabled regardless of .the

setting of the control valve (Fig. 12). The selector cam I9 is further profiled to provide a recessed cam profile |50 located so asto be i'novedfover*theY valve stem |21 (Fig.'- 3) 4upon control handlemovem'ent approximately 45 de-v grees-counterclo'ckwise 'from that shown. When thismovement of vthe'camv |-I9 is carried out, the valve'slide pistons |24 and' I25 will be urged up'- w'ardly (Fig.4 13) to openv the line |30 to the transferchamberA |26jandthus supply fluid under pressure to the line |33 and to relay valve |35. Afurther counterclockwis'e rotation ofthe selector'camy I |9 through an additional 45 degrees will bring the cam vlobe |5| vover the stem |21 to depress the latter as before. The exact purpose and effect of this cam motion will appear hereinafter.

`A further function ofr the-selector cam II9v is to"adjust1the fuel control shaft 63 when it is desired to override the action of governor B5 andprevent delivery of any liquid'fuel from pump'3I. This isjaccomplished by the provision of the cam lobe |52 in conjunction with a crank arm |53 fixed on the fuel control shaftv 63 -in position to bev contacted b y the cam lobe I 52 and moved upwardly thereby' upon'shifting of the controlhandle 31 to its Stop position (Fig. 16). 'Ihe crank arm I 53 is provided with an adjustable type'cam follower element |54 y(Fig. 3) to enable vthe proper adjustment'of the degree of throw or movement desired therefor.

` Control setting `start .Having now clearly in mind the construction, arrangement and character of the several control means,.means for supplying fuelV and other pertinent operationaladjuncts, it will be well to describe the order of eventsexpected to occur ateach setting ofthe control handle 31 fora clear understanding of the exact nature .of the present improvements. Accordingly reference willbe made specifically to Figs. `13 through 16 ,for this'purpose, it 'being evident .that eachof these views isa schematic disclosure of the preferred controls and gaseous and liquid fuel supply. systemsl relative to only one cylinder of a diesel engine of the two-cycle type.

Specifically then, in Fig. 13 the present im- L `provements are shown as =they would be conditioned for effecting compressed air starting of the engine and subsequent diesel operation, that is starting with liquid fuel alone. The control handle 31 is positioned at Start and in l this setting theselector cam ||9 sets the control. valve |23 to prevent hydraulic fluid rfrom passinginto thel line |33 and to relay valve |35 for opening the master shut-off gaseous fuel valve 19. Simultaneously, the cam 51 opens relow air flow in line 55, it can be appreciated that the valve 24 will open to admit'air to the cylinder from lines 42 and 44. As a consequence, the piston I9 moves down and initiates rotation of the crankshaft and the camshaft 25 geared thereto (not shown). @This initial rotation moves the distributor to the next valve line and the same process occurs in thevassociated cylinder tocontinue crankshaft rotation. As the rotational effort continues and the speed is increased. an oil pump (not shown) connected with the governor 65 builds up pressure therein and the governor arm IIS moves from its no fuel position to the position ofmaximum fuel, as

shown. Accordingly the fuel pump 3| Will be conditionedfor maximum fuel delivery by reason ofthe rotation of the fuel control shaft '63 andy movement-of primary control crank 68 to move' the rack E6 to its full in position. At the same time, the rotation of the fuel control shaftv I3 opens the control valve 90, but no gaseous-fuel is available'fsince the valve 19 is maintained closed or disabled byspring |44. must thenbegin operation on liquid fuel alone; and when this occurs, the operator moves the control handle to position Run diesel only.".y

To summarize the conditions obtaining atV the Start position of handle 31, it is evident that:

l. The self-closing, hydraulically opened. master shutoff valve 19 is closed due to the positional setting of valve |23 under the influence of the selector cam IIS;

2. The` fuel ycontrol shaft moves vunder the influence of the oil-.operated governor '65 toa full fuel setting, but the exact position of the shaft may vary with' differing phases of the starting cycle;

3. The gaseous fuel control valve 90 is open even though no fuel is available dueto disabling ofthe shutoff valve 19 by spring |44 and lack of pressure in cylinder |4|. and

4. The cam 13 is rotated to a Fuel on" position in which the follower element 15 of the secondary control element 59 is riding on the cam surface 14, but is not effective as the primary member 68 has moved the pump rack 66 inbeyond the range of the secondary element 69.

Control setting rundiesel only" Turning to Fig. 14, it will be observed thattithe control handle 31 has been moved counterclock- .wise to the Run diesel only position inwhich the selector cam I|9 still retains theA valve |23 1n condition4 to prevent hydraulic fluid from passing to the relay valve |35 and'to the master shut-off valve 19 to open the latter. Thusno gaseous fuel can be supplied to the engine at this time. The effect of shifting the control handle to this second position is to rotate the cam 51 so that the cam4 lobe 59 moves away from the relay valve and this valve closes.

shutting off the air suppy to line 52 and branch line 53. As a result the master air supply valve is closed upon downward movement of the pilot piston 41 and the vent port 62 is opened to bleed the air line 42. At the same time, the air supply tothe distributor 54 is cut oil' and no further operation of the valve 24 is possible. Accordingly, the engine` operates as a rfull diesel with the fuel pump 3| under control of the governor through the fuel control shaft 63 and primary control member 6B. With no load on the engine, the governor 65 will adjust'the fuel control shaft 63 and hence the pump rack B6 for delivery by the pump 3| of suicient fuel to maintain rated idling speed. The view of Fig. 14 illustrates the fuel pump rack position substantially in excess of an idling speed setting, but after a period of running the correct setting will be attained, as is more nearly the condition shown in Fig. 7.

T'he engine' the control handle 31 is set in position Run-'diesel only,. it is clear that:

1. The gaseous fuel shut-off valve 19 -is 66'. due to the inward setting thereof by the primary control member 58. f

` 4Control setting ru/n. gas or diesel Under this control setting of Athe handle 31, the operation of the engine may be automatically varied for gaseous fuel supply, for liquid fuel sup`` ply or for gaseous fuel supply'with more than apilot-gnition l'charge of the liquid'fuel Each of these conditions will now be describedin connection with the schematic view of Fig..ll5.

`Assuming that the engine'has been operating fat idling speed with no load, although the following description will also apply when the engine is under load, the operator may now shift the control handle v31 counter clockwise to the Run gas or diesel'position, as shown, toeiect the desired'conversion of the Aengine from'full f diesel operation to a gaseous vfuel operation. VThe control change which follows'is initiated by the motion of the selector cam-I i9 to la position in which the cam prole ||lv moves over the valve steml |21 and allows the slide pistons |24 and |25 to move upwardly,` thus changing the hydraulic pressure systemfto an active status 'from its formerly inactive status. `The ,fluid transfer.chamber |26 of this valve' nowdirects fluid from line '|30 under pressure 'from pump |3| into v`line l|33 and to the transfer chamber- |38 of the relay Valve |35 for-unirnpeded flow to the operating cylinder |4| atthe master shutoff valve 19. Consequently', 'this valve and'specically its poppet- |43 opens and admitsgaseous fuel to the supply line 80 for rthe control valve 90. It will be remembered from theI disclosure n of Fig. 14 that the governor 65, in .regulating the liquid fuel pump 3|, causes opening move- -ment of.l the double poppet 90 of valve 8|'and gaseous fuel can, therefore, flow directly tothe kadmission valve 23 through header 82 and branch line 83.

In .this phase of the conversion from liquid to i gaseous fuel supply there will ordinarily-be aj `Yperiod when the sum total of the two-fuels admitted to the combustion chamber is in excess of the requirements of the engine. Accordingly, the governor 65 will respond to the resulting engine speed increase by moving its actuating arm v| |0 clockwise (Fig. 15) to rotatethe fuel control shaft 63 in a fuel decreasing sense. This action causes the primary control member 68 `atV the pump 3| to move counterclockwise and permit the control rack 66 to move outwardly. At the same. time, the crank; |00 moves .the double poppet 80 of valve 8| (Fig. 12) in a closing direction to reduce the supply of gaseous fuel. As before noted, when the engine is thus converted at no load, a balance point will be 'reached `by the governor 65 when the sum total of the gaseous vand liquid fuels is just right to maintain dis# abled due to lack of fluid under pressure in cylin- 'der |4| as a consequence -of ythe setting existing atvalve |23;

engine operation.' This point will find .the fuel pump primary control member' moved outl of' contact with the rack 66 and the "secondary control 69 in command thereof through'the setiting of the cam 13. `The fuel pump 3| will thenbe delivering only 'a pilot-ignition charge lof' liquid fuel, which will "remain constant until the primary member I` 66 again assumes control. However, the angular relation of crank |06 will be such as to have the gaseous fuel control valve substantially full open for supplyin'ga maximum charge of fuel, and the `governorfl5` will continue to move in a fuel decreasing dire'c tion wherein only the 8|'is affected.

'From' what has been said above,v it will be ob'- served that the gaseous fuel valve 8| iswmovedY through a full open and hence an over ltravel` phase during the time the liquid fuel pumpvis` being throttled from its maximumdelivery s'etting to its setting for delivery' of only a pilot# This fuel control 'feature is effectively differentiated bythe'select'ed positionof the manual control handle 31 and ignition charge of fuel.

its resulting determination of the opened or disabled condition of the master shut-off valve'19A in `the gaseous fuel supply system. A careful comparison of Figs.` 14 and l5 will show thatf'in' the first view the controls are conditioned forfull' diesel operation only,whereas in the second view the controls are' conditionedtoresult in an immediate conversion of the engln'eiltol utilization of a gaseous fuel attendedv by; the supply of a constant pilot-ignition chargeV :of liquid fuel. V

In this latter case, the constant radius con'-l figuration of the cam profile 14 and the setting of the follower pin 15 onV the secondary control element 69 is, by preference, effective to continue liquid fuel delivery,` butfin an amountin# sufficient of itself to maintain engineoper'ation at no load and rated idling speed.' However; this preferred control `'condition with respect to the liquid fuel supply pump may bevariedfas desired inv keeping with the suggested variations discussed in connection nwith Fig. l1 so as'fto provide 'a change vin theamount ofthepilotignition chargel of liquid fuel, either in an inicreasing or decreasing-ration with increase-of the gaseous fuel supply. v

Asecond possible control phase arising from the setting of the control handle `3,1 in Fig."-15 will occur automatically if the supply of? gaseous fuel intoline 18 should fail completely, asf b'yeitherexhaustion of the supply of such fuel or by the accidental Ior deliberate act of-cutting off the supply. When anyv of these eventsldo occur, the loss o f therequired charge of gaseous fuel will cause a governor response to demand more fuel. Accordingly the governor'65 will cause its "arm ||0 to move counterclockwise =tol ward the vfull fuel position and thusmrotaterthe fuel control shaft 63' further to open'thegaseous fuel valve 8|. No gaseous fuel being nowravailable, this governor actuationy will continue and cause the primary control member 63 toagain assume direct control over the fuelpump rack 66, moving the same inwardly to increase the delivery of the liquidfuel by pump 3|. l v

`If, instead of a complete failure of the gaseous fuel supply, a drop in vsupply pressure occurs, the governor 65 will automatically respond by moving to increase the total fuel delivered. If

the opening movement of the gaseous fuel 'valvel 8| does not induce sufficient gas owto carry gaseous fuel supply valve quired charge. of gaseous fuel vand a charge of liquid' fuel in an amount :in excess of4 its pilotignition charge to make up thenecessary fuel chargefor the load on the engine.'

It will now be fully apparent that the present improvements give a full and complete ilexibility of engine operation and one that is automaticin nature. The reliability of engine operation to carry a sustained load is fully complete, since the automatic characterfoffthe fuel control system lunder the command of the governnr 65 will insurean adequate supply =of fuel in amounts 'suiiicient to maintainspeedgunder load. f i

A furtherlimprovement in the control systems above described-resides in the reversibility thereof-,so as to permit the operator to return the engine to full diesel operation alone. This is easily accomplished by moving the manual control handle 31 from the position Run gas or diesel to theformer position Run diesel only. Upon movement of handle 31 in this reverse direction, the master shut-off valve 19 is disabled as the shifting of the valve |23 bleeds fluid line |33 from the relay valve |35 back to the sump |32, permitting the poppet |43 in valve 19 to move to its closed position.. The governor 65 on the other hand, will respond by shifting the primary'control member (i8 into command of the pump rack 66 to increase the delivery of liquid fuely from pump l3 Control setting "stop Reference' to Fig. 16 will now be had for an understanding of the control response when itis desired to shut off the engine completely. As there shown, the control handle 31 upon movement to the Stop position .shifts the selector cam ||9 to a position in which the cam lobe |5| again 4depresses the stem |21 of valve |23 for causing closure of the master shut-off valve 19 inthe gaseous fuel supply system, as is now understood. The contour of the lobe |5| is such ask to accelerate the movement of the valve |23-for a desirably rapid stoppage of the gaseous fuel supply. concurrently, the cam lobe |52 of the selector cam 9 comes into play by moving under the crank arm |53 and forcibly raising the same ina direction to rotate the .fuel control shaft; 63 in a.` counter clockwise sense and far enough to bring the ramp 16 of the cam 13 (Fig. 10) under thefollower pin of the secondary control element69. Thus the latter element, as well as the primary control member iixed on the shaft 63 is moved away from the fuel pump rack 66 and the rack can then move to a zero setting. Since vthe fuel control shaft '63 is forcibly moved to a no fuel position against the action of governor 65, the-gaseous fuel control valve 8| is also moved to aclosed position and no further fuel can be supplied to the engine.

It is preferred to select an angular relation between the crank |00 and the no fuel setting of ramp 16 on cam 13such that the gaseousfuel control valve 8| closes fully and slightly in advance of the attainment by the pump rack 66 of its zero setting to assure complete discontinuance of the gaseous fuel supply. This is attained by thev interposition of the yielding means 0| between crank |00 and the stem 91 of the double 16 poppetl 90 in valve assembly 8|. Closure of the valve 8| in advance of the pump rack movement to the zero fuel setting is desirable as there is eliminated the collection or retention vof residual gaseous fuel in the header 82 leading to the branch lines 83 for each cylinder.

Engine overspeed and safety stop In Fig. 13, as Well as in the subsequent schematic views, the emergency stop mechanism |46 comprises anactuator pivoted on the engine frame structure (not shown) at pin |56 and urged in a clockwise direction by a rst spring |51 on arm |50 and a second spring |59 on arm |60. A third arm |6| -of this actuator |55 is engaged in a notched trip finger |62 operably actuated by an overspeed governor |63 to a release position, but normally held in holding engagement with the arm |6| by a tension spring |64. `This mechanism |46 is normally set as shown such that the arm of the actuator is clear of la crank element |65 fixed on the fuel control shaft 63 and the arm |58 abuts the stem |41 of the relay valve |35 to hold the slide pistons |36 and |31 thereof in the position shown.

Should the engine overspeed for any reason. the overspeed governor |63 will move trip finger |62 downwardly and release the actuator arm |6|. As a consequence, the actuator |55 is immediately shiftedclockwise by the springs |61 and |59 to cause contact of arm |60 with the crank element |65, forcibly rotating the fuel'control shaft 63 to shut off :both the gaseous and liquid fuel supply systems. At the same time, arm |58 allows thevrelay valve |35 to shift its setting and bleed line |40 through the emergency line |45 to the sump |32. Shifting of the relay valve |35 allows the master shut-off valve 19 to close.

A further safety stop is provided in the. nature of the stop button 39 at the front of panel 36. The button 3,9 is mounted on an extended push rod |66 which,'in turn, extends rearwardly to a guide element l|61 on actuator |55. The rear guidedend ofY the rod |66 carries a trip finger |68 which is adapted to engagea release lever |69 formed integrally with the governor trip finger |62. Upon inward movement of button 39 the finger |68 engages lever |69 and forces the trip finger |62 away from actuator arm 6| -to release the same and cause movement of the actuator |55 to accomplish the same engine function as was noted for the condition when the governor |63 attained its overspeed condition. The stop button 39 and mechanism attached thereto also serves as the means for re-setting the overspeed mechanism |46 after the overspeed governor |63 has tripped the same to effect closure of the gaseous fuel supply shut-on valve 19. The re-set function thereof is realized by an outward pull on the button 39 such that the slotted guide |61 engages the actuator 55 at arm |6| and rotates the same against the urging of springs |51 and |53 until the trip finger |62 engages arm |6| in the manner shown in Fig. 13.

It will now be fullyunderstood that the foregoing engine control improvements and improvements in the systems for supplying a gaseous and liquidfuel to the engine will accomplish each of the objects heretofore stated in a direct, ypositive and simple manner. No further detailed description of operation and function of the several control systems and means responsive thereto is believed necessary, except to point out and have fully understood that modifications, rearrangements and many other changes may be made herein or may come within the spirit in which the present disclosure is given. And it is the aim hereof to include all such modifications, rearrangements and possible variants of an equivalent nature within the full intended scope of the claims hereto annexed.

What is claimed is:

1. In a dual fuel internal combustion engine of two-cycle type providing a cylinder and piston therein defining a cylinder combustion space, the cylinder having piston controlled air admission and exhaust ports, the combination therewith of an engine driven pump for the delivery of oil fuel to the cylinder combustion space, said pump having a control element operable to vary pump fuel delivery, valve means for controlling delivery of gas fuel to the cylinder combustion space, an engine driven governo-r operable through at least two different control ranges, a member connected to said valve means and operable by said governor in one control range thereof, for actuating said valve means to control gas fuel delivery in accordance with engine load demands, means actuated by said member and engageable with said pump control element during governor operation in the other of its control ranges, to operate said control element for varying pump delivery of oil fuel in accordance with engine load demands, said member positioning said means out of engagement with the pump control element during operation of the member by the governor operating in said one control range thereof, and a control member engageable with said pump control element only when said means is out of engagement with the latter, for positioning the pump control element to determine pump delivery of oil fuel in pilot quantity suicient to effect gas fuel ignition in the engine.

2. In a dual fuel internal combustion engine of two-cycle type providing a cylinder and piston therein defining a cylinder combustion space, the cylinder having piston-controlled air admission and exhaust ports, the combination therewith of an engine driven variable delivery fuel pump for supplying liquid fuel to the cylinder combustion space, said pump having a regulating element operable from an initial no-fuel position for regulating pump fuel delivery, valve means for controlling delivery of gaseous fuel to the cylinder combustion space, an engine driven governor operable through separate con'- trol ranges, means including a control shaft actuated by said governor, effective in response to operation of the governor in one control range thereof, for operating said valve means to regulate gaseous fuel delivery in accordancev'with engine load demands, a primary control arm fixed to said shaft and operatively engaging said pump regulating element during operation of the governor in another control range thereof, to operate the regulating element for varying pump fuel delivery in accordance with engine load demands, a secondary control arm pivotally supported adjacent said regulating element and biased toward said element, and cam means on said shaft and engaging said secondary control arm. said cam means being effective during operation of the governor in said one control range thereof, to position said secondary control arm for engagement with said regulating element such as to position the element for regulating pump delivery to a minimum or pilot quantity suilcient for ignition of gaseous fuel in the cylinder combustion space.

i8 3. In a, dual fuel internal combustion engine of two-cycle type providing a cylinder and piston therein defining a cylinder combustion space, the

l cylinder having piston-controlled air admission and exhaust ports, the combination as defined by claim 2, wherein said primary control arm is removed from engagement with said regulating element in response to and throughout actuation of said control shaft by the governor operating in said one control range thereof.

4. In a dual fuel internal combustion engine of two-cycle type providing a cylinder and piston therein defining a cylinder combustion space, the

cylinder having piston-controlled air admission and exhaust ports, the combination as defined by claim 2, wherein said cam means is `adapted for effecting limited pivotal movement of said secondary control arm consequent to actuation of said control shaft by the governor when operating in said one control range thereof, the secondary control arm thereby effecting a correspondingly limited operation of said pump regulating element whereby to effect variations in said minimum or pilot quantity delivery by the pump.

5. In a dual fuel internal combustion engine of two-cycle type providing a cylinder and piston therein defining a cylinder combustion space, the cylinder having piston-controlled air admission and exhaust ports, the combination therewith of an engine driven variable delivery fuel pump for supplying liquid fuel to the cylinder combustion space, means for supplying gaseous fuel to the cylinder combustion space, said means including a gaseous fuel metering valve and a supply control valve, an engine driven governor operable through iirst and second control ranges, governor actuated means effective responsively to governor operation in said first control range, for operating said metering valve to regulate delivery of gaseous fuel to the combustion space and for regulating said fuel pump to limit fuel delivery thereby to a minimum or pilot delivery sumcient for ignition of gaseous fuel in the cylinder combustion space, said governor actuated means further being effective responsively to governor operation in said second control range thereof, for regulating said fuel pump to vary fuel delivery thereby between said minimum delivery and a maximum fuel delivery, and control means operable selectively for effecting an open condition and a closed condition of said gaseous fuel supply control valve, said control means including a cam element operatively associated with said governor actuated means and effective in a selected operation of the control means, for operating said governor actuated means to effect closure of said metering valve and regulation of said fuel pump for no-fuel delivery.

CLARENCE H. SCHOWALTER.

REFERENCES CITED f The following references are of record in the file of this patent:

UNITED STATES PATENTS 

